• Proceedings of the Korea Water Resources Association Conference
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• 2017.05a
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• pp.93-93
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• 2017

2000년대에 들어서면서부터 최근까지 국내 하천의 식생면적이 급격하게 증가되고 있는 추세이다. 댐 등의 하천 횡단구조물로 인한 유황변화에 의해 봄철 발아기 유량 및 수위 저하가 발생하고 이로 인해 식생의 유입된다는 것은 이미 많은 연구에서 증명되고 논의된 바 있다. 그러나 댐과 같은 구조물이 없는 자연하천이나 소하천의 경우에도 식생 유입이 빠르게 진행되고 있는 것은 전국적인 경향이라고 할 수 있다. 우리나라뿐만 아니라 일본의 경우에도 대부분의 하천에서 식생이 유입되고, 제외지 곳곳에서 수림화가 진행되는 현상이 발생하고 있다. 식생의 이입, 번무 등에 대한 원인으로는 홍수량 조절을 위한 댐 운영, 복단면화 및 직강화 등의 하천정비, 골재채취로 인한 인위적 하상변화, 농업용 비료와 같은 영양염류의 유입 등이 주요원인으로 추정되고 있지만 아직까지 정확한 식생 발생 메카니즘에 대한 분석은 이루어지지 않은 상황이다. 일본의 경우 식생의 발생과 진행에 대한 모형을 구축하고 여러 하천에 적용하여 검증하는 연구가 다양하게 진행되고 있지만 지역에 따라 다르게 발생하는 식생의 원인을 단정적으로 결론 내리지는 못하고 있는 실정이다. 본 연구에서는 연도별 강우패턴 변화가 식생발생에 미치는 영향을 분석하였다. 1984년에서 2016년까지 강우패턴을 분석한 결과, 전국적으로 발아기인 3월~9월까지의 강우량이 감소함과 동시에, 기준치 이하의 강수량의 빈도가 점차적으로 증가하고 있는 것으로 나타났다. 이는 하천 내 식생, 특히 버드나무류 교목이 발아하는 봄~초여름에 발생하는 홍수가 감소하였음을 의미하고, 이로인해 하천 내에 초본류, 관목류 뿐만 아니라 교목이 발아 및 활착할 수 있는 가능성이 높아졌음을 의미한다. 또한 식생이 현저하게 증가하고 있는 주요지점의 2007년 이후 하천 단면변화와 시수위를 분석한 결과, 2011년 이후 하도 내 고수부지의 침수시간이 현저하게 감소하였으며, 이는 하천식생의 이입 및 번무에 영향을 줄 뿐만 아니라, 식생활착으로 인한 사주 및 하중도 면적의 증가에도 기여하고 있는 것으로 사료된다.

• Journal of the Korea institute for structural maintenance and inspection
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• v.28 no.1
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• pp.61-69
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• 2024

An ultra-high strength prestressed prismatic beam of 100 MPa in compressive strength was developed by increasing the water-tightness of concrete by utilizing centrifugal molding processes without adding expensive admixtures. The centrifugal prismatic PSC beam developed as the superstructure of the avalanche tunnel was constructed on a rahmen bridge in a small local river. In this study, the centrifugal prismatic beam was compared and analyzed based on the results of measurements made through static load tests and the results of numerical analysis of the target structure. The common load-carrying capacity and safety of the rahmen bridge were evaluated. The static·dynamic load tests and finite element analysis results of this bridge were similar, and it was confirmed that the behavior of the centrifugal prismatic beam was well simulated. All centrifugally formed square beams that make up the composite rahmen bridge were evaluated to secure sufficient load carrying capacity under the design live load, and structural reliability was proven by ensuring safety.

• Journal of the Korea institute for structural maintenance and inspection
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• v.23 no.2
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• pp.44-50
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• 2019

The underwater structures of landing pier are not easy to access and it is difficult to check the damage. Lately, typhoons and earthquakes have occurred frequently, which may cause damage to underwater structures of landing pier. In this study, to prevent collapse of underwater structures and to maintain systematically, the application method of FBG sensors and safety evaluation methods were studied. In order to confirm the application of the FBG sensor to the circular steel pipe used as a pile on the landing pier, we conducted laboratory tests and confirmed that the FBG sensor should be applied by welding. As a result of structural analysis of the landing pier structure, the optimal position of FBG sensor confirmed. The stresses on the dead load were calculated by structural analysis, the stresses on the live load were calculated by using the data obtained from the FBG sensor, and then the stress acting on the pile was calculated by adding the two stresses. The calculated stress was compared with the allowable stress to evaluate the safety of the pile. This study was carried out as a basic study to find a way to evaluate the safety of the landing pier in real time.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.3A
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• pp.235-249
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• 2011

A new form of I-type PSC bridge girder, which has hole in the web, is proposed in this paper. Three different concepts were combined and implemented in the design. First of all, a girder was precast at a manufacturing plant as divided pieces and assembled at the construction site using post-tensioning method, and the construction period at the site will be reduced dramatically. In this way, the quality of concrete can be assured at the manufacturing factory and concrete curing can be well controlled, and the spliced girder segments can be moved to the construction site without a transportation problem. Secondly, a numerous number of holes was made in the web of the girder. This reduces the self-weight of the girder. But more important thing related to the holes is that about half of the total anchorages can be moved from the girder ends into individual holes. The magnitude of negative moment developed at girder ends will be reduced. Also, since the longitudinal compressive stresses are reduced at ends, thick end diaphragm is not necessary. Thirdly, Prestressing force was introduced into the member through multiple stages. This concept of multi-stage prestressing method overcomes the prestressing force limit restrained by the allowable stresses at each loading stage, and maximizes the magnitude of applicable prestressing force. It makes the girder longer and shallower. Two 50 meter long full scale girders were fabricated and tested. One of them was non-spliced, or monolithic girder, made as one piece from the beginning, and the other one was assembled using post-tensioning method from five pieces of segments. It was found from the result that monolithic and spliced girder show similar load-deflection relationships and crack patterns. Girders satisfied specific girder design specification in flexural strength, deflection, and live load deflection control limit. Both spliced and monolithic holed web post-tensioned girders can be used to achieve span lengths of more than 50m with the girder height of 2 m.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.6A
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• pp.597-605
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• 2009

The safety of expressway bridges was estimated by checking the external condition rank based on the nondestructive inspection and material test and by measuring load carrying capacity based on the result of load test. Although the load carrying capacity of the bridges was clearly low compared to the design standard, it was examined that many of the bridges have good external condition rank relatively. Also, it can be assured that load carrying capacity shows a considerable difference according to various condition even though the bridges have similar construction year and a structural type. Therefore, this study showed various problems of the current safety measurement of expressway bridges by considering the status of the expressway bridges, external condition rank, and method of safety diagnosis and repair, rehabilitation for maintenance. Based on the existing data of over 400 expressway bridges, the load carrying capacity was analyzed quantitatively considering bridge type, serviced life, design live load, external condition rank and traffic count as variables. The result of this study will be expected to provide the basic information for a reasonable safety assessment of expressway bridge.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.120-129
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• 2023

To evaluate the vertical loads on railway bridges, conventional load tests are typically conducted. However, these tests often entail significant costs and procedural challenges. Railway conditions involve nearly identical load profiles due to standardized rail systems, which may appear straightforward in terms of load conditions. Nevertheless, this study aims to validate load tests conducted under operational train conditions by comparing the results with those obtained from conventional load tests. Additionally, static and dynamic structural behaviors are extracted from the measurement data for evaluation. To ensure the reliability of load testing, this research demonstrates feasibility through comparisons of existing measurement data with sensor attachment locations, train speeds, responses between different rail lines, tendency analysis, selection of impact coefficients, and analysis of natural frequencies. This study applies to the Dongho Railway Bridge and verifies the applicability of the proposed method. Ten operational trains and 44 sensors were deployed on the bridge to measure deformations and deflections during load test intervals, which were then compared with theoretical values. The analysis results indicate good symmetry and overlap of loads, as well as a favorable comparison between static and dynamic load test results. The maximum measured impact coefficient (0.092) was found to be lower than the theoretical impact coefficient (0.327), and the impact influence from live loads was deemed acceptable. The measured natural frequencies approximated the theoretical values, with an average of 2.393Hz compared to the calculated value of 2.415Hz. Based on these results, this paper demonstrates that for evaluating vertical loads, it is possible to measure deformations and deflections of truss railway bridges through load tests under operational train conditions without traffic control, enabling the calculation of response factors for stress adjustments.